Track for rolling vehicle and methods of fabricating and assembling the track

ABSTRACT

A track for a roller coaster is provided. The track includes a plurality of layers that are each constructed from a plurality of layer segments prefabricated with an automated precision cutting device.

REFERENCE TO RELATED APPLICATIONS

This application claims priority of U.S. provisional patent applicationSer. No. 62/805,952, entitled Track for Rolling Vehicle and Methods ofFabricating and Assembling the Track, filed Feb. 14, 2019, and U.S.provisional patent application Ser. No. 62/817,584, entitled Track forRolling Vehicle and Methods of Fabricating and Assembling the Track,filed Mar. 13, 2019, and hereby incorporates these provisional patentapplications by reference herein in their entirety.

TECHNICAL FIELD

The apparatus and methods described below generally relate to a trackfor a rolling vehicle, such as a roller coaster. In particular, thetrack assembly includes multiple layers that are arranged in a stackedconfiguration to facilitate underlying support for a rolling vehicle.

BACKGROUND

Conventional wooden roller coaster track is typically formed by layeringdimensional lumber and bending the layers in the “weak” direction (e.g.,a direction substantially perpendicular to the depth of each layer ofdimensional lumber to match the overall profile of the underlyingstructure. The layers are then manually cut in the “strong” direction(e.g., along the width of the dimensional lumber) to create a curvedpath for the ride vehicle. Bending and cutting the track in this mannercan require repeated adjustment which be costly and time consuming andcan still leave slight imperfections in the track that adversely affecta passenger's enjoyment and comfort. In addition, this type of trackassembly can require highly skilled labor which can be scarce andexpensive.

BRIEF DESCRIPTION OF THE DRAWINGS

Various embodiments will become better understood with regard to thefollowing description, appended claims and accompanying drawingswherein:

FIG. 1 is an upper isometric view depicting a horizontal track portionof a roller coaster track that comprises a right rail and a left rail,each right and left rail including a plurality of base layers, a lowertrack layer, and an upper track layer, in accordance with oneembodiment;

FIG. 2 is a lower isometric view depicting the right rail of thehorizontal track portion of FIG. 1 ;

FIG. 3 is a section view taken along the line 3-3 in FIG. 1 ;

FIG. 4 is a front elevational view depicting the right rail of FIG. 1 ;

FIG. 5 is an exploded view depicting three base layer segments of theright rail of FIG. 1 ;

FIG. 6 is an exploded view depicting three lower track layer segments ofthe right rail of FIG. 1 ;

FIG. 7 is an exploded view depicting three upper track layer segments ofthe right rail of FIG. 1 ;

FIG. 8 is a side elevational view depicting a right rail of a verticaltrack portion of a roller coaster track that comprises a plurality ofbase layers, a lower track layer, and an upper track layer, inaccordance with one embodiment;

FIG. 9 is an upper elevational view depicting the right rail of FIG. 8but with the lower track layer and the upper track layer removed forclarity of illustration;

FIG. 10 is a top plan view depicting left and right rail sections of thevertical portion of FIGS. 8 and 9 ;

FIG. 11 is a top plan view depicting a plurality of cross tiesassociated with the left and right rail sections of FIG. 10 ;

FIG. 12 is a side elevational view depicting the left and right railsections and the cross ties of FIG. 11 ;

FIG. 13 is a cross-section view taken along the line 13-13 in FIG. 12 ;

FIG. 14 is a top plan view depicting a plurality of center boards and aplurality of walk boards associated with the left and right railsections and the cross ties of FIG. 10 ;

FIG. 15 is a schematic view of a method for transporting the first trackportion from a manufacturing facility to an amusement park;

FIG. 16 is a side elevational view of the first and second trackportions in association with a substructure;

FIG. 17 is a partially exploded top plan view depicting the right railsection of FIG. 11 in association with first and second rail splices;

FIG. 18 is an assembled top plan view of the right rail section and thefirst and second rail splices of FIG. 17 ;

FIG. 19 is a cross-section view of the arrangement shown in FIG. 13 butwith brackets attaching the right and left rails to a ledger;

FIG. 20 is a side elevational view of a fully assembled vertical trackportion;

FIG. 21 is a sectional view taken along the line 21-21 in FIG. 20 ;

FIG. 22 is a schematic view depicting three base layer segments inaccordance with another embodiment;

FIG. 23 is a schematic view of the three base layer segments of FIG. 21but with one of the base layer segments stacked upon the remaining baselayer segments;

FIG. 24 is an isometric view depicting the three base layer segmentsassembled together and curved to define a three-dimensional curve;

FIG. 25 is a cross-section view depicting a right rail and a left railof a horizontal track portion of a roller coaster track, in accordancewith another embodiment;

FIG. 26 is a cross-section view depicting a right rail and a left railof a vertical track portion of a roller coaster track, in accordancewith another embodiment; and

FIGS. 27A-27I are sectional views depicting various alternative trackarrangements.

DETAILED DESCRIPTION

Embodiments are hereinafter described in detail in connection with theviews and examples of FIGS. 1-27I, wherein like numbers indicate thesame or corresponding elements throughout the views. A horizontal trackportion 10 of a roller coaster track that defines a horizontal curve(e.g., a left/right turn) is generally depicted in FIGS. 1-3 . Thehorizontal track portion 10 can include a right rail 12 and a left rail14 that cooperate together to provide underlying support for a train car15 (e.g., a ride vehicle) (see FIG. 3 ). The right rail 12 and the leftrail 14 can be spaced from each other to define a track width W0. Theright rail 12 can include plurality of base layers 16, a lower tracklayer 18, and an upper track layer 20. Each of the base layers 16, thelower track layer 18, and the upper track layer 20 can be arrangedhorizontally and stacked together such that the base layers 16 underliethe lower and upper track layers 18, 20, and the lower track layer 18 issandwiched between the base layers 16 and the upper track layer 20.

The layers 16, 18, 20 can be formed of wood such that the roller coasteris considered to be a wooden roller coaster. In one embodiment, thelayers 16, 18, 20 can be formed of weather-resistant wood (e.g.,pressure treated wood) such as pine, for example. Each of the baselayers 16, the lower track layer 18, and the upper track layer 20 can besecured to each other with fasteners, glue, and/or dowels, or with anyof a variety of suitable alternative attachment methods.

The base layers 16 can cooperate together to provide an underlyingsupport structure for the lower and upper track layers 18, 20. The lowerand upper track layers 18, 20 can have respective interior portions 22,24 that extend beyond the base layers 16 (e.g., in a cantileveredarrangement) for accommodating wheels 26 of the train car 15 (see FIG. 3). The lower and upper track layers 18, 20 can define a travel path forthe train car 15. Running plates (not shown) can be provided on the top,sides, and bottom of the interior portions 22, 24 to provide a runningsurface (e.g., a contact surface) for the wheels 26 of the train car 15.In one embodiment, the running plates can be formed of plate steel.

Each layer 16, 18, 20 of the horizontal track portion 10 can beconstructed of a plurality of discrete layer segments that are each laidend-to-end and in a contacting relationship with longitudinally adjacentlayer segment (e.g., parallel to a travel path of the train car 15).Referring now to FIG. 4 , each of the base layers 16 are shown toinclude a plurality of base layer segments 28 that each have a first end30 and a second end 32. The first end 30 of each base layer segment 28can be in contact with the second end 32 of an adjacent base layersegment 28 at an interface location 34. The lower track layer 18 isshown to include a plurality of lower track layer segments 36 that eachhave a first end 38 and a second end 40. The first end 38 of each lowertrack layer segment 36 can be in contact with the second end 40 of anadjacent lower track layer segment 36 at an interface location 42. Theupper track layer 20 is shown to include a plurality of upper tracklayer segments 44 that each have a first end 46 and a second end 48. Thefirst end 46 of each upper track layer segment 44 can be in contact withthe second end 48 of an adjacent upper track layer segment 44 at aninterface location 50.

Referring now to FIG. 5 , three of the base layer segments 28 areillustrated and will now be described. The first ends 30 of each baselayer segment 28 can include a tab 52 and the second ends 32 of eachbase layer segment 28 can define a notch 54. When the base layersegments 28 are laid end-to-end (e.g., longitudinally adjacent) and in acontacting relationship with each other (as illustrated in FIG. 4 ),each tab 52 can extend into one of the notches 54 thus defining theinterface location 34. The interaction between the notches 54 and thetabs 52 can resist relative horizontal movement between the base layersegments 28 as well as provide visual indicators that facilitatevalidation of the relative physical orientation of between the baselayer segments 28. It is to be appreciated that the base layer segments28 can have any of a variety of suitable alternative interlockingfeature(s) disposed at the first end 30 and/or the second end 32 thatfacilitate lateral coupling between the base layer segments 28.

Each base layer segment 28 can have a thickness T1 and a width W1 thatis greater than the thickness T1. Each of the base layer segments 28 caninclude an upper surface 55 that extends along the width W1. The firstand second ends 30, 32 can be provided with indicia 56 (e.g., letteringand numbering engraved into, or otherwise applied to, the upper surface55) that identifies which ends of the base layer segments 28 are to bematched together during assembly, as well as which side of the track thebase layer segments 28 are meant for. The indicia 56 also can include anarrow indicating the direction of the travel path of the roller coasterto identify the longitudinal orientation of each base layer segment 28.It is to be appreciated that any of a variety of suitable alternativevisual indicators (e.g., markings or engravings) can be used to validatethe relative orientation of base layer segments 28 with respect to eachother. Each of the base layer segments 28 can define a plurality offirst vertical holes 58 and a plurality of second vertical holes 60.Dowels (not shown) or other fasteners can be provided through the firstvertical holes 58 and into corresponding holes in the immediatelyadjacent base layer 16 to couple the base layers 16 together.

Referring now to FIG. 6 , three of the lower track layer segments 36 areillustrated and are similar to, or the same in many respects as, thebase layer segments 28 illustrated in FIG. 5 . For example, each of thelower track layer segments 36 can comprise a first end 38 and a secondend 40. The first ends 38 can each include a tab 64 and the second ends40 can each define a notch 66. The first and second ends 38, 40 can beprovided with indicia 68. Each of the lower track layer segments 36 candefine a plurality of second vertical holes 72. The lower track layersegments 36 can each have a thickness T2 and a width W2 that is greaterthan the thickness T2. Each of the lower track layer segments 36 caninclude an upper surface 74 that extends along the width W2 and aninterior surface 76 that extends along the thickness T2. The width W2 ofthe lower track layer segment 36 can be wider than the width W1 of thebase layer segments 28 such that the interior portion 22 (FIG. 3 ) ofthe lower track layer 18 overhangs the base layers 16.

Referring now to FIG. 7 , three of the upper track layer segments 44 areillustrated and are similar to, or the same in many respects as, thebase layer segments 28 illustrated in FIG. 5 . For example, each of theupper track layer segments 44 can comprise a first end 46 and a secondend 48. Each of the first ends 46 of can include a tab 78 and each ofthe second ends 48 define a notch 80. The first and second ends 46, 48can be provided with indicia 82. Each of the upper track layer segments44 can define a plurality of first vertical holes 84. Dowels (not shown)or other fasteners can be provided through the first vertical holes 84and into corresponding holes in the immediately adjacent lower tracklayer 18 to couple the upper track layer 20 and the lower track layer 18together. The upper track layer segments 44 can each have a thickness T3and a width W3 that is greater than the thickness T3. Each of the uppertrack layer segments 44 can include an upper surface 86 that extendsalong the width W3 and an interior surface 88 (FIG. 4 ) that extendsalong the thickness T3. The width W3 of the upper track layer segment 44can be wider than the width W1 of the base layer segments 28 such thatthe interior portion 24 (FIG. 3 ) of the upper track layer 20 overhangsthe base layers 16.

Referring again to FIG. 4 , the base layers 16, the lower track layer18, and the upper track layer 20 can be arranged horizontally andstacked together such that each of the layers 16, 18, 20 are laterally(e.g., vertically) adjacent to one another (e.g., in a direction that isperpendicular to the direction of travel of the train car 15). Theinterior surfaces 76, 88 (FIG. 4 ) can define the overall contour of theright rail 12 (e.g., a gradual turn) for the roller coaster. Interiorsurfaces (e.g., 90) of the base layer segments 28 can be contoured tosubstantially follow the interior surfaces 76, 88 of the lower and uppertrack layers 18, 20 such that the base layers 16, the lower track layer18, and the upper track layer 20 are similarly contoured along thelength of the right rail 12. It is to be appreciated that the interiorsurfaces (e.g., 90) of the base layer segments 28 are horizontallyspaced from the interior surfaces 76, 88 of the lower and upper tracklayers 18, 20 enough to prevent contact with the wheel assemblies of thetrain.

The base layers 16 and the lower track layer 18 can be arranged to alignthe first vertical holes 58 with the first vertical holes 70 and thesecond vertical holes 60 with the second vertical holes 72. Dowels (notshown) can be provided through the first vertical holes 58, 70 to couplethe base layers 16 and the lower track layer 18 together. Bolts 92 (oneshown in dashed lines) can be provided through the second vertical holes60, 72 to facilitate securement of the base layers 16 and the lowertrack layer 18 together to an underlying structural member, such as across tie (not shown), for example. As illustrated in FIG. 6 , thesecond vertical holes 72 of the lower track layer 18 can be counterbored or otherwise recessed to allow the bolts 92 to be nested withinthe second vertical holes 72 such that the bolts 92 do not obstructattachment of the upper track layer 20 to the lower track layer 18.

Each layer 16, 18, 20 can be arranged such that the interface locations(e.g., 34, 42, 50) between each pair of layer segments for a given layeris longitudinally offset (e.g., along the travel path of the train car15) from the interface locations of the laterally adjacent (e.g.,overlying and/or underlying) layers. Each layer is accordinglypositioned relative to the other laterally adjacent layers such thateach layer segment overlaps (e.g., extends beyond) the laterallyadjacent layer segment (e.g., disposed vertically above or beneath) tocreate a plurality of interface locations that are longitudinally offsetfrom one another along the travel path of the train car. For example, asillustrated in FIG. 4 , the interface locations 42 of the lower tracklayer 18 can be longitudinally offset from the interface locations 34 ofthe base layer 16 (e.g., the underlying layer) and from the interfacelocations 50 of the upper track layer 20 (e.g., the overlying layer).Offsetting the interface locations in this manner can distribute theweight of the train car 15 more evenly than conventional prefabricatedarrangements that have discrete rail sections that are laid end-to-endand connected together (e.g., via bolts, welding, or adhesive) at a buttjoint (e.g., where the interface locations are vertically aligned), asplice, or a similar single-point rail joint that requires shear bracesor other shear reinforcement to connect the rail sections together. Inone embodiment, each layer segment of the layers 16, 18, 20 can bearranged to overlap an underlying interface location by about one-thirdof the overall length of the layer segment. For example, for layersegments that are about six feet long, the layer segments can bearranged to overlap an underlying interface location by about two feet.

The base layers 16, the lower track layer 18, and the upper track layer20 are shown to be arranged horizontally to form a horizontal curve(e.g., a left/right turn) of the horizontal track portion 10. It is tobe appreciated that a layer that is described as being arrangedhorizontally can be understood to mean that the width (e.g., W1, W2, W3)of the layer can extend substantially parallel to the running surface ofthe roller coaster defined by the lower and upper track layers 18, 20.

It is to be appreciated that although the right rail 12 is shown to havesix base layers, any quantity of base layers can be used (e.g., one,two, three, four, five or more than six base layers). It is also to beappreciated that although the right rail 12 is shown to have two tracklayers, any quantity of track layers can be used (e.g., one or more thantwo track layers).

The left rail 14 illustrated in FIGS. 1-3 can be understood to besimilar to the right rail 12 described above, but instead configured fora left side of the horizontal track portion 10. For example, asillustrated in FIG. 3 , the left rail 14 can include a plurality of baselayers 94, a lower track layer 96, and an upper track layer 98. Each ofthe layers 94, 96, 98 can be formed by respective pluralities of layersegments. Each of the layer segments can include an interior surfacethat is configured to follow the contour of the horizontal track portion10 defined by the right rail 12. Alternately, the track could be definedby a single rail, with track layers that extend beyond the base layerson both sides in order to accommodate a ride vehicle.

Each layer segment of the layers 16, 18, 20, 94, 96, 98 can befabricated from an individual piece of dimensional finished lumber(e.g., common pre-milled wood stock provided from a mill in standardlengths, widths, and thicknesses) in a factory or other controlledenvironment prior to delivery and assembly of the track at a destinationsite (e.g., an amusement park). Each layer segment can be fabricated bycutting a precise shape out of the dimensional finished lumber that caninclude at least some of the features described above (e.g., an interiorsurface, holes, and/or interface features). The shape of the layersegment can form a predefined two-dimensional curve of the track. Thelayer segments can be cut from the dimensional finished lumber using aCNC machine or other automated precision cutting device, such as a lasercutter, a plasma cutter, or a water jet cutter.

Before each layer segment is prefabricated, a computer model of thehorizontal track portion 10 can first be generated. The computer modelcan facilitate mapping of the shape and position of each layer segmentthat is to be used to construct the horizontal track portion 10. Eachlayer segment can then be cut using the parameters defined by thecomputer generated model. The horizontal track portion 10 can then beassembled from the precut layer segments. Since the shape and positionof each layer segment is predefined by the computer model, the assemblyof the horizontal track portion 10 can be more predictable thanconventional construction methods. As a result, the construction of thehorizontal track portion 10 can require less on-site manipulation thanconventional arrangements which can reduce cost and inefficiencies andimprove the overall quality of the horizontal track portion 10 ascompared to these conventional construction methods.

For example, conventionally, wood roller coaster track is made bylayering uncut structural lumber, bending that lumber in the weakdirection, and then cutting a curved vehicle running surface in thestrong direction by hand with power tools. Typically, it is necessary tostack multiple layers together before cutting the vehicle runningsurface in order to form the correct curve in the bent direction, aswell as to match the path of the cut precisely between layers after thatbending has occurred. This typically requires a highly skilled workforce(which can be scarce and expensive) and time-consuming repeatediterations to cut the board ends to ensure that each board is installedat the appropriate angle to maximize material usage while avoidingdiscontinuity or gaps between the boards. In addition, once the trackhas been initially constructed, the path and curve profile still needsto be fine-tuned by repeatedly detaching, repositioning, and reattachingthe track to an underlying substructure until the path and curve profileis within an acceptable tolerance of the original engineering plans forthe track.

By prefabricating the layer segments from a computer generated model andwith an automated precision cutting device prior to assembly, thehorizontal track portion 10 can be assembled at a destination site bysimply assembling the layer segments in the order defined by thecomputer model. In some instances, the holes in each of the layersegments can be predrilled to ensure proper alignment among adjacentlayer segments. As a result, the horizontal track portion can be moreeasily and more cost effectively assembled than conventional tracks andcan provide a sturdier and more durable track without the need for ahighly skilled labor force. In addition, since the proper curve shape ofeach layer segment is translated directly from the computer model to theother automated precision cutting device that is cutting the layersegments, the overall accuracy of the curve between adjacent layersegments can be maintained due to the consistent and repeatable cutsthat are achievable with the automated precision cutting device.

It is to be appreciated that the layer segments can be modeled andprefabricated in such a way to allow for the interface locations oflaterally (e.g., vertically) adjacent layers to be offset such that eachlayer segment overlaps the laterally adjacent layer segments (e.g., thelayer segments that are disposed above and/or beneath a given layersegment). As such, the horizontal track portion 10 can be constructedwithout the use of a single-plane vertical joint that extends entirelyacross the track rail (e.g., a butt joint) as is oftentimes provided onconventional prefabricated track arrangements. It is also to beappreciated that the layer segments can be modeled and prefabricated tofacilitate alignment of the interior surfaces (e.g., 76, 88) such thatthey create a smoother, more accurate curve than conventional wood trackwhich has interior surfaces that are manually cut on site.

As described above, each prefabricated layer segment can be assigned aparticular location on the horizontal track portion 10 based on thecomputer model of the horizontal track portion 10. Each of the layersegments can be indexed and marked with indicia (e.g., 56, 68, 82) thatindicate the location of each track piece relative to the other trackpieces. During installation, the installer can install the layersegments in a prescribed order provided by the manufacturer (e.g., basedupon the computer model). As such, the installation can be moreorganized, efficient, cost effective and environmentally friendly thanconventional arrangements that requires each board to be fabricated onsite by hand with repeated cuts and/or manual adjustments.

One example of a method of designing, fabricating, and installing thehorizontal track portion 10 will now be discussed. First, the overalllayout of the horizontal track portion 10 is selected and designed usingcomputer generated modeling. As part of the design process, the shapeand features for each layer segment of the horizontal track portion 10can be mapped out. Each of the layer segments can then be cut fromdimensional finished lumber in a factory or other controlled environmentusing the mapping generated during the design process. Each layersegment can also be provided with indicia or other markings thatindicate how the layer segment is to be installed relative to the otherlayer segments and/or ledgers (e.g., 151) of the horizontal trackportion 10. Once the layer segments are fabricated, they can bedelivered to the destination site for assembly. The horizontal trackportion 10 can then be assembled by first constructing the bottommostbase layer (e.g., 16), then constructing the remaining base layerssequentially on top of the bottom most base layer, and then constructingthe lower and upper track layers sequentially on top of the base layers.The layers can therefore be stacked along an assembly axis A1 (FIG. 4 )into an arrangement of layers that are oriented horizontally and arelaterally adjacent to each other. The assembly axis A1 can besubstantially perpendicular to the travel path of the train car 15(e.g., in the x-direction shown in FIG. 3 ) and to the widths (W1, W2,W3) of the layers and substantially parallel to the thicknesses (T1, T2,T3) of those layers. The interior surfaces (e.g., 76, 88, 90) of eachlayer segment of the base layers 16 can define the overall path of thetrain car 15. The running plates (not shown) can be assembled onto thetop, sides, and bottom of the interior portions 22, 24 of the lower andupper track layers 18, 20.

Although the fabrication and construction of the horizontal trackportion 10 of track is described, it is to be appreciated that avertical track portion (e.g., 110) or some combination of vertical andhorizontal track portions of track (e.g., a three-dimensional curve), asdescribed in further detail below, can be constructed according to theprinciples and methods described above. It is also to be appreciatedthat although dimensional lumber is described above, the layer segmentscan be fabricated from any of a variety of suitable alternativesubstrates that can be cut with an automated precision cutting device,such as, for example, composite lumber or other wood stock (indimensional shapes or sheet), thermoplastics or metals (e.g., steel).

Referring now to FIGS. 8 and 9 , a vertical track portion 110 of aroller coaster track that defines a vertical curve (e.g., a hill) isgenerally depicted. Certain features of the vertical track portion 110can be similar to, or the same in many respects as, the horizontal trackportion 10 of the roller coaster track illustrated in FIGS. 1-7 . Forexample, the vertical track portion 110 can include a right rail 112that includes a plurality of base layers 116 (FIG. 9 ), a lower tracklayer 118 (FIG. 8 ), and an upper track layer 120 (FIG. 8 ). The lowertrack layer 118 and the upper track layer 120 can be positioned over thebase layers 116 and arranged horizontally. The lower track layer 118 andthe upper track layer 120 can be formed of discrete layers (not shown).The lower track layer 118 and the upper track layer 120 can each includerespective interior portions (not shown) that overhang the base layers116. Running plates (not shown) can be provided on the top, sides, andbottom of the interior portions to provide a running surface (e.g., acontact surface) for the wheels of the train cars. A plurality ofledgers 151 and cross ties 153 can underlie the base layers 116 toprovide underlying support to the vertical track portion 110.

The base layers 116 of the vertical track portion 110, however, can bearranged vertically (instead of horizontally) in order to withstand theincreased vertical forces (e.g., in the z-direction) associated with thetrain car traversing this section of track (e.g., a hill or valley), aswill be described in further detail below. With the exception of beingarranged vertically, the base layers 116 can be similar to, or the sameas in many respects as, the base layers 16 illustrated in FIGS. 1-5 .For example, as illustrated in FIG. 9 , each of the base layers 116 caninclude a plurality of base layer segments 128 a that each have a firstend 130 a and a second end 132 a and a plurality of base layer segments128 b that each have a first end 130 b and a second end 132 b. The baselayer segments 128 a, 128 b can be laid end-to-end in an alternatingfashion and in a contacting relationship with each other such that thefirst end 130 a of each base layer segment 128 a is in contact with thesecond end 132 b of an adjacent base layer segment 128 b at an interfacelocation 134 a, and the second end 132 a of each base layer segment 128a is in contact with the first end 130 b of an adjacent base layersegment 128 b at an interface location 134 b. In one embodiment, asillustrated in FIG. 9 , the first ends 130 a, 130 b and the second ends132 a, 132 b can be notched such that when the base layer segments 128a, 128 b are laid end-to-end in an alternating fashion and in acontacting relationship with each other, the first end 130 a and thesecond end 132 b interlock and the second end 132 a and the first end130 b interlock to resist relative (e.g., vertical) movement between thebase layer segments 128 a, 128 b. It is to be appreciated that the baselayer segments 128 a, 128 b can have any of a variety of suitablealternative interlocking features that facilitate lateral couplingand/or visual indication of the relative physical positioning betweenthe base layer segments 128 a, 128 b.

Each base layer 116 can be arranged such that the interface locations(e.g., 134 a, 134 b) between each pair of layer segments arelongitudinally offset (e.g., along the travel path of the train car)from the interface locations of laterally (e.g., horizontally) adjacentlayers (e.g., in a direction perpendicular to the travel path of thetrain car). Each layer segment can accordingly overlap (e.g., extendbeyond) the interface locations of the adjacent layers to distribute theweight of the train cars more evenly than would be provided with aconventional butt joint (e.g., where the interface locations oflaterally adjacent layers are aligned in a plane that is perpendicularto the travel path of the train car).

Referring again to FIGS. 8 and 9 , each base layer segment 128 a, 128 bcan have a thickness T11 (FIG. 9 ) and a width W11 (FIG. 8 ) that isgreater than the thickness T11. Each of the base layer segments 128 a,128 b can cooperate to define an upper surface 155 (FIG. 9 ) thatextends along the thicknesses T11 of base layers 116. The lower tracklayer 118 and the upper track layer 120 can be routed along and securedto the base layers 116 such that the lower track layer 118 rests on theupper surface 155. It is to be appreciated that a base layer (e.g., 116)of the vertical track portion 110 that is described as being arrangedvertically can be understood to mean that the thickness (e.g., T11) ofthe base layer 116 can extend substantially parallel to the runningsurface of the roller coaster defined by the lower and upper tracklayers 118, 120.

Referring again to FIG. 8 , each of the base layer segments 128 a, 128 bcan define a plurality of first vertical holes 158. Dowels (not shown)or other fasteners can be provided through the first vertical holes 158and into corresponding holes in the immediately adjacent base layer 116to couple the base layers 116 together. Each of the base layer segments128 a can have a length L1 and each of the base layer segments 128 b canhave a length L2 that is shorter than the length L1 of the base layersegments 128 a. In one embodiment, the length L1 of the base layersegments 128 a can be selected to be long enough to span at least two ofthe ledgers 151 such that the weight of the train cars is distributedamong the cross ties 153.

Each of the base layers 116 can include shoulder features 181 thatextend along the width of the right rail 112 and are configured to restupon each of the ledgers 151. Each of the shoulder features 181 can beshaped to have a lower surface that corresponds with the shape of anupper surface of the ledgers 151 to distribute the weight of the rightrail 112 and/or the train cars more evenly upon the ledgers 151. Theshoulder features 181 can also serve as alignment points for the baselayers 116 relative to the ledgers 151 during assembly of the right rail112.

Still referring to FIG. 8 , each of the base layers 116 can comprisedistal base layer segments 128 c that each define a stair steppedprofile that allows for the right rail 112 to be easily integrated intoa horizontal track arrangement when retrofitting the right rail 112 intoan existing horizontal track portion of a track 111. It is to beappreciated that for new construction, the distal base layer segments128 c might not be included as part of the overall track design.

One example method of designing, fabricating, and installing thevertical track portion 110 will now be described. First, the overalllayout of the vertical track portion 110 is selected and designed usingcomputer generated modeling. As part of the design process, the shapeand features for each layer segment (e.g., 128 a, 128 b, 128 c) of thevertical track portion 110 can be mapped out to define a vertical shapefor the vertical track portion 110 that contributes to the verticalcomponent of the travel path for the train car. Each of the layersegments can then be prefabricated (as described above) and delivered tothe destination site for assembly. The vertical track portion 110 canthen be assembled by first assembling each of the base layers (e.g.,116) from the layer segments. Each of the base layers can be orientedvertically such that the thickness (e.g., T11) each base layer 116extends along the width of the lower and upper track layers 118, 120.Each of the base layers can be stacked together along an assembly axis(e.g., A2 in FIG. 9 ) that is substantially perpendicular to the travelpath of the train car 15 and the width W11 of the base layers 116. Oncethe base layers 116 are assembled, the interior surfaces of each layersegment of the base layers 116 can define the vertical component of thetravel path of the train car.

Each base layer 116 can be arranged such that an interface location(e.g., 134 a, 134 b) between each pair of layer segments (e.g., 128 a,128 b, 128 c) for a given base layer is longitudinally offset (e.g.,along the travel path of the train car) from the interface locations ofthe laterally (e.g., horizontally) adjacent layers (e.g., in a directionthat is perpendicular to the travel path of the train car). Each baselayer is accordingly positioned relative to the other laterally adjacentlayers such that each layer segment overlaps (e.g., extends beyond) thelayer segments of the laterally adjacent layers to create a plurality oflayer segment interfaces that are longitudinally offset from one another(e.g., along the travel path of the train car 15).

It is to be appreciated that each of the layer segments can be assembledon site to form the vertical track portion 110 in a layer-by-layerarrangement having the overlapping features described above which candistribute the weight of the train cars more evenly than conventionalprefabricated track arrangements. For example, conventionalprefabricated arrangements are typically formed of discrete railsections (e.g., formed of wood or steel) and are prefabricated withplanar ends (e.g., each rail section having a singular end surface thatis disposed in a plane) and are laid end-to-end in an abuttingrelationship (e.g., at a butt joint, a splice, or a similar single-pointrail joint. Each rail section is connected to an adjacent rail sectionwith shear braces that connect the rail sections together and which canbe susceptible to significant flexing, deformation, and even failure(e.g., in the z-direction shown in FIG. 3 ) when a train car traversesthe rail sections. By overlapping the interface locations of the layersegments, the base layers can be attached together (e.g., with bolts,adhesives, and/or dowels) without use of shear braces or other shearattachment arrangements that are otherwise used in conventionalprefabricated arrangements.

It is to be appreciated that a left rail 114 of the vertical trackportion 110 can be formed similarly as the right rail 112 describedabove, but configured to be provided on the left side of the verticaltrack portion 110. It is also to be appreciated that the layer segments(e.g., 128 a, 128 b, 128 c) of the right and left rails of the verticaltrack portion 110 can be fabricated in a similar manner as describedabove with respect to the horizontal track portion 10 in FIGS. 1-7 .Alternately, the track could be defined by a single rail (e.g., amonorail), with track layers that extend beyond the base layers on bothsides in order to accommodate a ride vehicle.

It is to be appreciated that by orienting the base layers (e.g., 116) ofthe vertical track portion 110 vertically and in an offset arrangementas described above, the weight of the train cars of the roller coastercan be borne by the width of the base layers 116 and thus the baselayers 116 can be less susceptible to vertical flexing and deformationwhen traversed by a train car than base layers that are horizontallyoriented (e.g., layers 16, 18, 20 described above). As such, verticallyoriented base layers (e.g., 116) can be particularly suited for portionsof the track that experience increased vertical forces (e.g., in thez-direction shown in FIG. 3 ), such as hills and valleys, for example.

Referring now to FIGS. 10-21 , one example of a method for manufacturingand installing the vertical track portion 110 is illustrated and willnow be discussed. First, the overall layout of the right and left rails112, 114 of the vertical track portion 110 is selected and designedusing computer generated modeling. As part of the design process, theshape and features for each layer segment (e.g., 128 a, 128 b, 128 c) ofthe right and left rails 112, 114 can be mapped out to define a verticalshape for the vertical track portion 110 of the track and prefabricated(as described above). As illustrated in FIG. 10 , the right rail 112 canthen be assembled into discrete first and second rail sections 112 a,112 b that are separate from each other and the left rail 114 can beassembled into discrete first and second rail sections 114 a, 114 b thatare separate from each other.

Each of the discrete first and second rail sections 112 a, 112 b cancomprise a plurality of base layer segments 128 a, 128 b, 128 c thatoverlap each other to form a plurality of base layers 116 in a similarmanner as described above with respect to FIGS. 8 and 9 . Each of thebase layer segments 128 a, 128 b, 128 c can be secured together withfasteners (e.g., nuts and bolts) that extend substantially horizontallythrough the base layer segments 128 a, 128 b, 128 c (e.g., thoughhorizontal holes that are aligned through the base layer segments 128 a,128 b, 128 c). It is to be appreciated that the discrete first andsecond rail sections 114 a, 114 b of the left rail 114 can be assembledin a similar manner. A plurality of vertical holes 160 that aresubstantially perpendicular to the horizontal holes can then be drilledthrough the discrete first and second rail sections 112 a, 112 b, 114 a,114 b.

As illustrated in FIGS. 11 and 12 , a plurality of cross ties 153 a canbe installed beneath the discrete first rail sections 112 a, 114 a andcan extend laterally between the discrete first rail sections 112 a, 114a. Each of the cross ties 153 a can be aligned with respective pairs ofthe vertical holes 160 in the discrete first rail sections 112 a, 114 a,as illustrated in FIG. 11 . As illustrated in FIG. 13 , each of thecross ties 153 a can be attached to the discrete first rail sections 112a, 114 a with bolts 191 that are provided through the vertical holes 160of the discrete first rail sections 112 a, 114 a and through the crosstie 153 a. It is to be appreciated that a plurality of cross ties 153 bcan be installed beneath the discrete second rail sections 112 b, 114 bin a similar manner.

Referring now to FIG. 14 , a pair of walk boards 162 a can be attachedto the cross ties 153 a on opposite sides of the discrete first railsections 112 a, 114 a. A pair of center boards 163 a can be attached tothe cross ties 153 a between the discrete first rail sections 112 a, 114a. The center boards 163 a can be spaced from each other by a distance(e.g., by about 12 inches or less) that can prevent an installer fromfalling between the discrete first rail sections 112 a, 114 a. It is tobe appreciated that a pair of walk boards 162 b and center boards 163 bcan be installed among the discrete second rail sections 112 b, 114 b ina similar manner.

The discrete first rail sections 112 a, 114 a, the plurality of crossties 153 a, the pair of walk boards 162 a, and the pair of center boards163 a (collectively the first vertical rail section 110 a) and thediscrete second rail sections 112 b, 114 b, the plurality of cross ties153 b, the pair of walk boards 162 b, and the pair of center boards 163b (collectively the second vertical rail section 110 b) can beprefabricated in a controlled environment at a manufacturing facilitythat is remote from the amusement park. Assembling the first and secondvertical rail sections 110 a, 110 b first in a manufacturing facilitycan allow the first and second vertical rail sections 110 a, 110 b to bemanufactured more precisely and with tighter tolerances than iscurrently possible with conventional stick building methods that occurat the amusement park site.

Referring now to FIG. 15 , once the first vertical rail section 110 ahas been assembled at the manufacturing facility, it can be loaded ontoa tractor-trailer 131 via a crane 133 and delivered to the amusementpark site with the tractor-trailer 131. The first vertical rail section110 a can then be unloaded from the tractor-trailer 131 via a crane 135at the amusement park. The crane 135 can lift the first vertical railsection 110 a into place onto a substructure 149 that has already beenconstructed at the amusement park. The second vertical rail section 110a can be delivered to the amusement park site in a similar manner suchthat the first and second vertical rail sections 110 a, 110 b can beassembled similar to the manner in which conventional steel rollercoasters are assembled. To this end, each of the first and secondvertical rail sections 110 a, 110 b can be designed and engineered to beinstalled at a specific location along the track which can alleviate theneed to repeatedly survey and adjust the track to achieve a desiredcurve profile as is common with conventional stick building methods thatoccur at the amusement park site.

Referring now to FIG. 16 , the first and second vertical rail sections110 a, 110 b are shown to be placed onto the substructure 149 (e.g., bythe crane 135 of FIG. 15 ). The substructure 149 can include a pluralityof ledgers 151 that extend laterally (relative to the travel path) andare configured to support the first and second vertical rail sections110 a, 110 b. The ledgers 151 can be initially be positioned along thesubstructure 149 (e.g., during assembly of the substructure 149 andprior to placement of the first and second vertical rail sections 110 a,110 b) to roughly match the overall curve profile defined by the firstand second vertical rail sections 110 a, 110 b. When the first andsecond vertical rail sections 110 a, 110 b are placed on thesubstructure 149, any of the ledgers 151 that do not provide adequateunderlying support to the first and second vertical rail sections 110 a,110 b can be repositioned and/or shimmed until each of the ledgers 151adequately support the first and second vertical rail sections 110 a,110 b. Since the first and second vertical rail sections 110 a, 110 bare prefabricated prior to delivery to the amusement park, the curveprofile of the track is effectively set by the first and second verticalrail sections 110 a, 110 b and the substructure 149 is adjusted toconform to the first and second vertical rail sections 110 a, 110 bwhich can alleviate the need to adjust the track and the substructuresimultaneously, as is common in conventional arrangements, which can betime consuming, expensive and imprecise. It is to be appreciated thatthe first and second vertical rail sections 110 a, 110 b can beprefabricated with any of a variety of design features that can aid inaligning and supporting the first and second vertical rail sections 110a, 110 b on the substructure 149 (e.g., shoulder features 181illustrated in FIG. 8 ).

Referring now to FIGS. 17 and 18 , the completion of the assembly of theright rail 112 will now be discussed. A first rail splice 165 and asecond rail splice 167 can be provided. Each of the first and secondrail splices 165, 167 can be formed of base layer segments 128 a, 128 bin a similar manner as described above with respect to the discretefirst and second right rail sections 112 a, 112 b. The first and secondrail splices 165, 167 can be prefabricated at the manufacturing facilityand delivered to the amusement park site together with the first andsecond vertical rail sections 110 a, 110 b. The first and second railsplices 165, 167 can be sandwiched against and can mate with proximalends 113 a, 113 b of the discrete first and second rail sections 112 a,112 b. The first and second rail splices 165, 167 can be attached to theproximal ends 113 a, 113 b of the discrete right rail sections 112 a,112 b with bolts (not shown) such that the discrete first and secondrail sections 112 a, 112 b, and the first and second rail splices 165,167 complete the right rail 112 when installed. It is to be appreciatedthat the left rail 114 can be assembled in a similar manner.

Referring now to FIG. 19 , each of the right and left rails 112, 114 canbe attached to the ledgers 151 with a bracket 169. In one embodiment,the bracket 169 can comprise a hurricane tie. Referring now to FIG. 20 ,the lower and upper track layers 118, 120 can be installed over theright rail 112. In one embodiment, the center boards 163 a, 163 b can beused as a jig for the lower and upper track layers 118, 120 duringinstallation to create a proper curve for the lower and upper tracklayers 118, 120. As illustrated in FIG. 21 , a top running plate 171 canbe installed over the upper track layer 120 and coupled thereto by abolt (not shown). A bottom running plate 173 can be installed under thelower track layer 118 and coupled thereto by a bolt (not shown). A siderunning plate 175 can be installed on the lower track layer 118 and theupper track layer 120 adjacent to the top and bottom running plates 171,173 and coupled thereto by a bolt (not shown). Lower and upper tracklayers 196, 198 and top, bottom, and side running plates 177, 179, 183can be installed over the left rail 114 in a similar manner.

By manufacturing the first and second vertical rail sections 110 a, 110b first in a manufacturing facility and then delivering the first andsecond vertical rail sections 110 a, 110 b to the amusement park site,the vertical track portion 110 can be installed more easily andefficiently and without the skilled labor often required forconventional wooden roller coaster tracks that are stick-built on-site(e.g., built entirely at the amusement park). As such, the verticaltrack portion 110 of the roller coaster can be manufactured andinstalled more efficiently and cost effectively than conventional rollercoaster tracks. It is to be appreciated that the method formanufacturing and installing the vertical track portion 110 illustratedin FIGS. 10-21 can also be used to manufacture and install thehorizontal track portion 10 illustrated in FIGS. 1-9 .

One example of a method for prefabricating a rail section having acomplex, three-dimensional curve (e.g., a rail section with a curve inboth the horizontal and vertical directions) will now be discussed.First, a computer model of the three-dimensional curve of the railsection is generated (e.g., using computer-aided design software). Thecomputer model can identify the three-dimensional shapes of the variouslayer segments (e.g., 28, 36, 44) that are necessary to form the baselayer(s) (e.g., 16) and the lower and upper track layers (e.g., 18, 20)for the three-dimensional curve. A planar shape for each of the layersegments can then be extrapolated/rendered from the three-dimensionalshaped segments. Planar layer segments can then be cut from dimensionallumber (e.g., via a CNC machine in a factory or other controlledenvironment) based on the planar shapes extrapolated from the computermodel to essentially form a temporary two-dimensional curve. The planarlayer segments can then be stacked together on the track withoutattaching the planar layer segments to the track. The planar layersegments can then be bent into the three-dimensional curve shape (alongthe weak axis) and then permanently attached to the track (e.g., withbolts).

It is to be appreciated that the bending of the planar layer segmentscan be achieved through engineered stressing and without requiring theapplied stresses that are often associated with conventional methods forforming three-dimensional curves (e.g., the pretensions between thetrack and underlying structure that cause additional stresses in thetrack that differ from and at times exceed the design stress). Forexample, in certain conventional arrangements, the boards that form eachlayer can be bent using a profiling process in which the boards aremanually bent in a vertical direction (sometimes beyond the designcurvature) in order to create a continuous curve between ledgers (e.g.,151). In such an example, the boards can be bent by first attachingequipment to the substructure that selectively forces the boards into adesired direction by loading and stressing the boards and/or thestructure differently than the loads and stresses that are typicallyimparted to the layer segments during normal operation of the rollercoaster (e.g., during passage of the train car 15). Once the boards arebent into a desired position, they can be secured to the substructure(e.g., with nails) which can introduce an undesirable prestress in theboards, the substructure, and/or the connections therebetween. In otherconventional arrangements, the boards might be forcibly attached to amisplaced or imprecise ledger. If the underlying structure is not withintolerance, the track layers can be stressed differently than intended inthe design. It is to be appreciated that by modeling thethree-dimensional curve first and then cutting planar boards that areperformed to create the three-dimensional curve when bent into position,much of these undesired prestresses on roller coaster track andsubstructure can be avoided which can prolong the useful life of thetrack.

Referring now to FIGS. 22-24 , three base layer segments 228 a, 228 b,228 c are illustrated that cooperate to form part of a three-dimensionalcurve. As illustrated in FIG. 22 , each of the base layer segments 228a, 228 b, 228 c are substantially planar pieces (e.g., two-dimensional)that have been cut from dimensional lumber based upon athree-dimensional computer generated model as described above. When thebase layer segments 228 a, 228 b, 228 c are laid flat (e.g., intwo-dimensions) and stacked together, as illustrated in FIG. 23 , thebase layer segments 228 a, 228 b, 228 c are not aligned. However, whenthe base layer segments 228 a, 228 b, 228 c are collectively bent intothe proper three-dimensional curve for the rail section, as illustratedin FIG. 24 , the base layer segments 228 a, 228 b, 228 c can besubstantially aligned to and can be attached to the track to form acontinuous rail section. In one embodiment, each of the base layersegments 228 a, 228 b, 228 c can comprise a longitudinal line 229 a, 229b, 229 c disposed thereon that indicates to a user when the base layersegments 228 a, 228 b, 228 c have been bent into the proper shape. Forexample, when the base layer segments 228 a, 228 b, 228 c are laid flat,as illustrated in FIG. 23 , the longitudinal line 229 c on the baselayer segment 228 c can be askew to the longitudinal lines 229 a, 229 bof the base layer segments 228 a, 228 b. When the base layer segments228 a, 228 b, 228 c are collectively bent into the properthree-dimensional curve, the longitudinal line 229 a, 229 b, 229 c ofthe base layer segments 228 a, 228 b, 228 c can align, to indicate to auser that the base layer segments 228 a, 228 b, 228 c are properlyaligned and can be attached to the track. It is to be appreciated thatthe contour of the rail section illustrated in FIG. 24 has beenexaggerated for purposes of illustration. It is also to be appreciatedthat although longitudinal lines 229 a, 229 b, 229 c are described, anyof a variety of alignment features are contemplated that provide avisual indication when the base layer segments 228 a, 228 b, 228 c arealigned properly into a three-dimensional curve, such as, for example,holes, tabs, notches, fasteners or other indicia. It is further to beappreciated that any of a variety of suitable alternative layersegments, such as track layer segments, jig boards, and center boards,can be prefabricated with a complex, three-dimensional curve in asimilar manner as described above with respect to the base layersegments 228 a, 228 b, 228 c.

FIG. 25 illustrates an alternative embodiment of a horizontal trackportion 310 of a roller coaster track that is similar to, or the same inmany respects as the horizontal track portion 10 illustrated in FIGS.1-7 . For example, the horizontal track portion 310 can include a rightrail 312 and a left rail 314. The right rail 312 and the left rail 314can each include a plurality of base layers 316, a lower track layer318, and an upper track layer 320 that are arranged horizontally.However, a pair of vertical guide boards 395 can be laterally adjacentto the base layers 316. The vertical guide boards 395 can be providedalong the outside of the right rail 312 and the left rail 314 such thatthe right rail 312 and the left rail 314 are disposed between thevertical guide boards 395.

The vertical guide boards 395 can be configured (e.g., cut) to define avertical component of the curve of the roller coaster track (e.g.,similar to the way the vertical boards 110 described above define avertical curve) for the base layers 316. During assembly of the track,the vertical guide boards 395 can be attached first to ledgers (e.g.,151 (not shown)) to serve as a jig for attaching the base layers 316thereto. For each of the right and left rails 312, 314, a bottommostlayer of the base layers 316 (e.g., the base layer 316 most proximate tothe ledgers) can then be butted against the vertical guide board 395 andattached at one end to the ledgers. The bottommost base layer 316 canthen be bent in the weak direction (e.g., in the up/down direction)against the vertical guide boards 395 and attached to the ledgers toimpart a vertical component into the curve. The bottommost base layer316 and the vertical guide boards 395 associated therewith can cooperateto define a cross-sectional L-shape. The rest of the base layers 316,and the lower and upper track layers 318, 320 can then be attached overthe bottommost base layer 316 in a similar manner. Once the constructionof the right and left rails 312, 314 is complete, the vertical guideboards 395 can be removed. It is to be appreciated that the verticalguide boards can be prefabricated in a similar manner as the base layers116 of the vertical track portion 110 described above. It is also to beappreciated that vertical guide boards 395 can additionally oralternatively be provided on the inside of the right and left rails 312,314.

FIG. 26 illustrates an alternative embodiment of a vertical trackportion 1110 of a roller coaster track that is similar to, or the samein many respects as the vertical track portion 110 illustrated in FIGS.8 and 9 . For example, the vertical track portion 1110 can include aright rail 1112 and a left rail 1114. The right rail 1112 and the leftrail 1114 can each include a plurality of base layers 1116, a lowertrack layer 1118, and an upper track layer 1120. The base layers 1116can be arranged vertically and the lower and upper tracks 1118, 1120 canoverlie the base layers 1116 and can be arranged horizontally. However,a pair of horizontal guide boards 1197 can be laterally adjacent to thebase layers 1116. The horizontal guide boards 1197 can be provided alongthe inside outside of the right rail 1112 and the left rail 1114 suchthat horizontal guide boards 1197 are disposed between the right rail1112 and the left rail 1114.

The horizontal guide boards 1197 can be configured (e.g., cut) to definea horizontal component of the curve of the roller coaster track (e.g.,similar to the way the horizontal boards 10 described above define ahorizontal curve) for the base layers 1116. During assembly of thetrack, the horizontal guide boards 1197 can be attached first to ledgers(e.g., 151 (not shown)) to serve as a jig for attaching the base layers1116 thereto. For each of the right and left rails 1112, 1114, aninnermost base layer 1116 (e.g., the base layer 1116 most proximate tothe opposite rail) can then be butted against the horizontal guideboards 1197 and attached at one end to the ledgers. The innermost baselayer 1116 can then be bent in the weak direction (e.g., in theleft/right direction) against the horizontal guide board 1197 andattached to the ledgers to impart a horizontal component into the curve.The innermost base layer 1116 and the horizontal guide boards 1197associated therewith can cooperate to define a cross-sectional L-shape.The rest of the base layers 1116 can then be attached to the innermostbase layer 1116 in a similar manner and the lower and upper track layers1118, 1120 can be attached over the base layers 1116 after that. In oneembodiment, the horizontal guide boards 1197 can be removed once theconstruction of the right and left rails 1112, 1114 is complete. Inanother embodiment, the horizontal guide boards 1197 can be left inplace and a center board 1163 (shown in dashed lines) can be installedbetween the horizontal guide boards 1197 and can cooperate with thehorizontal guide boards 1197 to prevent an installer from fallingbetween the right and left rails 1112, 1114. It is to be appreciatedthat the horizontal guide boards 1197 can be prefabricated in a similarmanner as the base layers 16 of the horizontal track portion 10described above. It is also to be appreciated that horizontal guideboards 1197 can additionally or alternatively be provided on the outsideof the right and left rails 1112, 1114.

Referring now to FIGS. 27A-27I, various alternative track arrangementsare illustrated that can be constructed using the principles and methoddescribed herein. It is to be appreciated that any variety of suitablealternative layers of a roller coaster track, such as jig boards andcenter boards, for example, can be prefabricated,constructed/manufactured and assembled according to the principles andmethods described herein.

The foregoing description of embodiments and examples has been presentedfor purposes of illustration and description. It is not intended to beexhaustive or limiting to the forms described. Numerous modificationsare possible in light of the above teachings. Some of thosemodifications have been discussed and others will be understood by thoseskilled in the art. The embodiments were chosen and described forillustration of various embodiments. The scope is, of course, notlimited to the examples or embodiments set forth herein, but can beemployed in any number of applications and equivalent devices by thoseof ordinary skill in the art. Rather, it is hereby intended that thescope be defined by the claims appended hereto. Also, for any methodsclaimed and/or described, regardless of whether the method is describedin conjunction with a flow diagram, it should be understood that unlessotherwise specified or required by context, any explicit or implicitordering of steps performed in the execution of a method does not implythat those steps must be performed in the order presented and may beperformed in a different order or in parallel.

What is claimed is:
 1. A method for manufacturing a roller coastertrack, the method comprising: prefabricating a plurality of first layersegments and a plurality of second layer segments for the roller coastertrack with an automated cutting device; constructing a first layer ofthe roller coaster track with the plurality of first layer segments suchthat each first layer segment of the plurality of first layer segmentsis in contacting relationship with a longitudinally adjacent first layersegment of the plurality of first layer segments at a first interfacelocation, wherein each first layer segment of the plurality of firstlayer segments comprises a tab that extends into a notch defined by eachlongitudinally adjacent first layer segment of the plurality of firstlayer segments at the first interface location; and constructing asecond layer of the roller coaster track laterally adjacent to the firstlayer with the plurality of second layer segments such that each secondlayer segment of the plurality of second layer segments is in contactingrelationship with a longitudinally adjacent second layer segment of theplurality of second layer segments at a second interface location,wherein each of the first interface locations are longitudinally offsetfrom the second interface locations.
 2. The method of claim 1 whereinthe first layer comprises a first base layer and the second layercomprises a second base layer and the method further comprises:prefabricating a plurality of track layer segments for the rollercoaster track with an automated cutting device; and constructing a tracklayer of the roller coaster track laterally adjacent to each of thefirst base layer and the second base layer, wherein the track layerdefines a travel path for a train car.
 3. The method of claim 2 whereinthe first base layer, the second base layer, and the track layer arearranged horizontally.
 4. The method of claim 2 wherein the first baselayer and the second base layer are arranged vertically and the tracklayer is arranged horizontally.
 5. The method of claim 4 wherein atleast one first base layer segment of the plurality of first layersegments comprises a shoulder feature that is configured to rest uponledgers of a substructure.
 6. The method of claim 1 whereinprefabricating the plurality of first layer segments and the pluralityof second layer segments comprises cutting the plurality of first layersegments and the plurality of second layer segments from dimensionallumber with a CNC machine.
 7. The method of claim 1 further comprisinggenerating a computer model of the plurality of first layer segments andthe plurality of second layer segments and wherein prefabricating theplurality of first layer segments and the plurality of second layersegments comprises prefabricating the plurality of first layer segmentsand the plurality of second layer segments based upon the computermodel.
 8. The method of claim 2 wherein the track layer, the first baselayer, and the second base layer cooperate to form a three-dimensionalcurve shape.
 9. The method of claim 1 wherein each first layer segmentof the plurality of first layer segments comprises a first end havingfirst indicia and a second end having second indicia.
 10. The method ofclaim 1 wherein each first layer segment of the plurality of first layersegments comprises a first end having first indicia and a second endhaving second indicia, different from the first indicia.
 11. The methodof claim 1 wherein an outer surface of at least one first layer segmentof the plurality of first layer segments comprises indicia configured toidentify a travel direction for a train car.
 12. The method of claim 1wherein each first layer segment of the plurality of first layersegments comprises a thickness and a width, the width of each firstlayer segment is greater than the thickness of each first layer segment.13. The method of claim 12 wherein each second layer segment of theplurality of second layer segments comprises a thickness and a width,the width of each second layer segment is greater than the thickness ofeach second layer segment.